Combined primes and automatic auxiliary air-valve fob intebnal



"P. H. GRIMM,.F.' L. COCKS AND 0. C. DURYEA. COMBINE-D PRIMER AND AUTOMATIC AUXILIARY AIR VALVE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED SEPTJI, I918.

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APPLICATION FILED SEPT. 17, I918.

Patented May 17, 1921;

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UNITED. STATE PATENT OFFICE.

PAUL H. GRIMM, FRANK L. COCKS, AND OSCAR C. DURYEA, 0F GLEN COVE, NEW YORK.

COMBINED PRIIVIER AND AUTOMATIC AUXILIARY AIR-VALVE FOR INTERNAL- COMBUSTION ENGINES.

Application filed September 1'7, 1918.

To all whom it may concern Be it known that we, PAUL H. GRIMM, FRANK L. Coons, and OSCAR C. DURYEA, citizens of the United States, residing at Glen Cove, in the county of Nassau and State of New York, have invented new and useful improvements in Combined Primer and Automatic Auxiliary Air-Valves for Internal-Combustion Engines, of which the following is a specification.

This invention relates to a combined primer and auxiliary air supply valve arranged for attachment to the intake pipe or manifold of an internal combustion engine.

There are several types of so-called automatic devices in use for admitting a supplementary supply of air to the combustible mixture after it leaves the carbureter and before it enters the engine cylinders. in such devices, the air is drawn in by the suction produced by the pistons, but the quantity of such air has no direct relation to the volume of combustible mixture used from time to time, because the partial vacuum in the intake manifold diminishes as more combustible mixture is admitted. Hence, the supply of extra air, being directly dependent on the suction diminishes at the very time when it should be increased.

Broadly, the object of our invention is to effect economy in the use of gasolene in internal combustion engines, and particularly, to avoid theundesirable features of such air supply devices as those described in the preceding paragraph, by providing means for admitting extra air in quantity bearing a certainrelation to the mixture used at any given time. In other words, it is our aim to provide a novel means for admitting additional airat such a rate that the volume admitted to the intake shall be greater or less respectively, according to whether a greater or smaller volume of mixture is admitted to the intake from the carbureter.

Another object of this invention is to combine a priming device with such auxiliary air supply device, so thata priming mixture may also be supplied from the combined device for starting the engine.

Still another object of the invention is to arrange the combined primer and air supply device so that the manually operable parts and the priming fluid receiver shall Specification of Letters Patent.

Patented May 1'7, 1921.

Serial No. 254,398.

be readily accessible to the operator of the car while the latter is in the drivers seat.

. A further object of the invention is to provide a combined device of the class described that shall be comparatively simple and inexpensive, and also readily attachable to engine intake conduits and operating ele ments now in general use on internal combustion engines.

The above and other objects and the novel features of the invention will be apparent from the following description taken in connection with the accompanying drawing, in which similar reference characters indicate the same parts in the several figures.

The invention consists of structural characteristics and relative arran ements of elements which will be hereina ter more fully described and particularly pointed out in the appended claims.

In the drawings Figure 1 is a side elevation of a combined primer and auxiliary air supply valve embodying this invention, the device being shown in its operative position on the mixture intake conduit and dash of a motor vehicle. I

Fig. 2 is a central longitudinal sectional view of the device, taken on the line IIII of Fig. 1, but on an enlarged scale.

Figs. 3 and 4 are transverse sectional views of the device, taken respectively on the lines III-HI and IV-IV of Fig. 2, and Fig. 5 is a plan View showing the construction of the admission valve at the inner end of the air and gasolene supply pipe.

' Referring to ,Fig. 1, M, designates the intake pipe or manifold of an internal combustion engine of any well known construction, adapted for propelling vehicles or other conveyances.

A. combustible mixture consisting of air and gasolene or other suitable hydrocarbon is supplied by a carbureter (not shown) to a pipe P that is connected to and opens into the manifold M. The quantity or supply of mixture to the manifold, and from the latter to the engine cylinders, is controlled by a suitable means such as the butterflytyge throttle-valve T of well known construction. The throttle valve T is pivoted within the pipe P on the pin t and may be adjusted to any desired position by hand or foot by suitable means such as the crank 10 and rod 11 connected respectively to the usual throttle lever on the steering post and to the usual foot accelerator pedal near the floor of the car.

The combined primer and auxiliary air supply valve consists or a casing or housing Qthat is provided with a flange 12 at its forward end having openings 13 to receive cap screws for securing the device over an opening in the intake pipe P at a point between the throttle valve T and the cylinders of the engine.

A reduced end'lsl of the casing G projects into the opening in the pipe P, and has its inner end provided with a conical seat 15 for a valve V that controls the discharge of fluid from the outlets 16 of. a series of longitudinal passages 17 in the body of the cas ing. The head of the valve V, which controls the outlets 16 of the passage 17 at the conical seat 15, is formed by two cones joined at their bases which conical surfaces cause the air passing out through the passages 17 to scatter and thoroughly intermingle with the vapor in the manifold, thereby causing a more intimate mixture of the air and before entering the cylinders.

The inner ends of the passages 17 have radially extending outwardlyfiaring branches 18 that terminate 111 the surface ofthe casing C and establish communication between the passages 17 and anannular chamber 19 formed between the casing and an internally grooved split collar 20, the two parts of which are secured together and clamped to the casing by screws 21.

The lower half of the collar 20 has a nipple 22 tapped into it to provide a passage establishing communication between the chamber 19 and an air and gasolene inlet pipe 23 that has one end secured to the nipple 22. The opposite end of the pipe 23 extends rearwardly through an opening in the dash Dto a point opposite the drivers seat. A tunnel or priming cup 24. is mounted upon this end of the pipe 23 and is provided with a top consisting of pivotally connected plates 25 and 26 having perforations 251 and 261; respectively. The plate 26 carries suitable means, such as a button 27 by means of which it may be moved relatively to the plate 25 to manually control the ad mission of air to the pipe 23 and passages 17 in the casing C. I

The stem 28 of the valve V extends through a bearing 29 and acavity 30 in the casing C, and projects frorn'the rear side of the casing. The valve stem 28? also passes through a guide 31 seated in a rabbet in the mouth of the cavity 30. Theguide 31 forms a bearing for one end'of a spring 32, the other end of which bears against a washer 33 held on the valve stem 28, by a cotter pin 34. The spring normally holds the head of the valve to its seat to close the outlets 16 but permits the valve to open automatically by the suc. tion of the engine and to be opened manually by suitable means to be presently dcscribed.

A collar 35 secured to or integral with the valve stem 28 fits in the cavity 30 and is adapted to be enga ed by a cam :36 to hit the valve head oil its seat when the coin shaft 37 is rocked. The cani shalt 37, carries the cam 36, on the end thereof that projects into the cavity 30, and this shaft is grooved as at 38 to receive the end of a Fiil screw 13f! that holds the shaftin its bearing lnisiiinn- 40 which is screw threaded into openiw a laterally extending part of the cas. h The outer end oi the cam shart 217 has an operating lever ll. secured to it. by a pin l-i and said lever mechanically connected to a crank arm or lever by linl s l an' l-i: and a pivoted bcllcranl-t lever l? which has its arms connected to said links {3 and ll. The arm e 2 is connected to the pivot pin 1. so that it will rock in unison with the arm Ill when the latter is rocked in either dircclion by pushing or pulling on the rod ll. The valves T and V, are thus mechanically connected to the same manual operating means and therefore, as more mixture is admitted by the throttle valve, the ssune movement also admits more auxiliary air. and vicrversa, regardless of the dcgrcc of vacuum created by the pistons in the engine. ."i Fir-r the engine has been started the :uhnis ion of supplementary air follows paral el with the admission of the mixture.

The operation oi. the combined device ir; briefly as follows: ll ith the spring 32 properly set and a little gasolcne injected into the tunnel the device is readv as a prinicr. Any piston nearing its suction stroke will cause the valve V to unseat. and the priming; gasolene with air entering through the re tering openings 251 and 261; will through and be mixed in the pipe 23 passages 17. and will enter through the up per end ot pipe P and directly into the manifold M to the particular cylinder whose piston is in the right pos ion for rcii-eiviuoa charge. The gasolene and air thus aninitted for priming enter at a pointso near the cylinders that it will not have time an separate again betore the explosion takes place. This is a marked improvement over the usual method of priming through a cup on the top of each cylinder.

After the engine starts a large volume of: gas is admitted by the throttle valve from the carbureter. At this point the automatic. auxiliary air valve of the usual form tends to close because of decreased vacuum. this shutting off the auxiliary air at the very time that it should be admitted. In the present arrangement the valve V is held open by the cam 36 which is in a position depending on that of the throttle valve T.

l i l) The opening of the valve V is advanced or retarded, inasmuch as the controlling means for the air valve V and throttle valve T are connected together. Furthermore, the air inlets 251 and 261 may be manually adjusted relatively to each other by the operator of the vehicle so that the auxiliary air supply may be regulated by the operator from his seat, depending on the atmos pheric and other conditions. To facilitate starting the engine it is advisable to shut off the air supply.

The numerous advantages of the combined device will be apparent from the foregoing description. The valve is effective as a primer and saves a large part of the gaso lene usually wasted in this operation. By controlling the mixture supply and auxiliary air supply so that more air is positively ad mitted as more mixture is admitted, a great economy in the use of gasolene is also eilectec.

Of course, numerous features of the device may be altered without departing from the scope and spirit of the invention. For example, the priming fluid may be introduced directly into the inlets 18 of the passages through a shutter device on the ring 20 arranged to control the eflective sizes of the inlets, thus dispensing with the pipe 22 and associated parts. l-lowever, the arrangement, as shown, has numerous advanover the one just suggested. The inion is therefore not limited to the exact details shown and described.

it will be understood that while we specifically refer to gasolene as the fuel used in the engine any other suitable fuel or oil could be employed in connection with our invention.

What we claim is:

l. The combination with a manifold of an internal combustion engine, of a combined primer and auxiliary air supply de vice comprising a casing provided with a conical valve seat and attachable to and flaringoutwardly toward the interior of said manifold, said casing having an annular chamber in communication with an air and oil inlet and a series of radial branch conduits arranged within and communicat ing with the interior of said annular chamber, each of said radial branch conduits provided with a longitudinal passage way having an outlet in said conical valve seat and communicating with the interior of the manifold, and a conical valve having its axis disposed parallel to said longitudinal passageways and its conical section flaring outwardly toward the interior of the manifold and constructed, arranged and cooperating with said outlets and valve seat as to be adapted to control, atomize and scatter the auxiliary air or mixture of air and oil passing out of said outlets and thoroughly intermingle the same with the vapor in said manifold.

2. The combination with a manifold of an internal combustion engine, a throttle valve controlling the gas vapor to said manifold, of a combined primer and auxiliary air supply device comprising a casing provided with a conical valve seat and attachable to and flaring outwardly toward the interior of said manifold, said casing having an annular chamber in communication with an air and oil inlet and a series of radial branch conduits arranged within and communicating with the interior of said annular chamber, each of said radial branch conduits provided with a longitudinal passageway having an outlet in said conical valve seat and communicating with the interior of the manifold, conical valve having its axis disposed parall-e to said longitudinal passageways and its conical section flaring outwardly toward the interior of the manifold and constructed, arranged ane cooperating with said outlets and valve seat as to be adapted to control, atomize and scatter the auxiliary air or mixture of air and oil passing out of said outlets and thoroughly intermingle the same with the vapor in said manifold, and operating means for said conical valve arranged for connection to the operating means for the throttle valve controlling the volume of vapor in said supply manifold.

ln testimony whereof we afiix our signatures.

PAUL ll. GlFtllVlM. FRANK L. COCKS. ()SCAR C. DURYEA. 

